Charger for an electric aircraft with failure monitoring and a method for its use

ABSTRACT

Aspects relate to a charger for an electric aircraft with failure monitoring and method for its use. An exemplary charger for an electric aircraft with failure monitoring includes a charging circuit. Included within the charging circuit is a connector configured to mate with an electric aircraft port of an electric aircraft and at least a current conductor configured to conduct a current. At least a conductor comprises a direct current conductor configured to conduct a direct current; and an alternating current conductor configured to conduct an alternating current. A charger may include a control circuit configured to command the charging circuit of an electric aircraft as a function of charging datum. A charger may also include a failure monitor circuit, the failure monitor circuit configured to: detect a failure and initiate a failure mitigation procedure as a function of failure detection.

FIELD OF THE INVENTION

The present invention generally relates to the field of electricaircraft chargers. In particular, the present invention is directed to acharger for an electric aircraft with failure monitoring and a methodfor its use.

BACKGROUND

Electric vehicles typically derive their operational power from onboardrechargeable batteries. However, it can be a complex task to implementcharging of these batteries in a safe manner.

SUMMARY OF THE DISCLOSURE

In an aspect charger for an electric vehicle with failure monitoring isprovided. The charger includes a charging circuit. The charging circuitincludes a connector configured to mate with an electric vehicle port ofan electric vehicle and at least a current conductor configured toconduct a current. At least a current conductor may be configured as adirect current conductor configured to conduct a direct current and analternating current conductor configured to conduct an alternatingcurrent. The charging circuit also includes a control circuit configuredto command the charging circuit of an electric aircraft as a function ofcharging datum. A failure monitor circuit, wherein a failure monitorcircuit is configured to detect a failure and initiate a failuremitigation as a function of the detection of a failure.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 is a block diagram of an exemplary system for a charger for anelectric vehicle with failure monitoring;

FIG. 2 is a flow diagram illustrating a method of use for a charger foran electric vehicle with failure monitoring;

FIG. 3 is a schematic of an exemplary electric aircraft;

FIG. 4 is a front view embodiment of an exemplary embodiment of abattery pack; AND

FIG. 5 is a block diagram of a computing system that can be used toimplement any one or more of the methodologies disclosed herein and anyone or more portions thereof.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted.

DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed tosystems and methods for a charger with failure monitoring. In anembodiment, this can be accomplished by a control circuit configured tocommand the charging circuit of an electric aircraft as a function ofthe charging datum. Aspects of the present disclosure can desirably beused to protect a charging circuit. Aspects of the present disclosurecan also be desirably used to protect an electric aircraft which isbeing charged. Aspects of the present disclosure advantageously allowfor automatic termination and/or regulation of charging therebydesirably providing a safeguard so that potential damage to electricaircraft can be avoided and safety is maintained. Exemplary embodimentsillustrating aspects of the present disclosure are described below inthe context of several specific examples.

Still referring to FIG. 1 , connector 104 may be configured in variousmanners, as needed or desired, for example and without limitation, tofacilitate charging or recharging of electric aircraft. As used in thisdisclosure, a “connector” is a distal end of a tether or a bundle oftethers, e.g., hose, tubing, cables, wires, and the like, which isconfigured to removably attach with a mating component, for examplewithout limitation a port. As used in this disclosure, a “port” is aninterface for example of an interface configured to receive anothercomponent or an interface configured to transmit and/or receive signalon a computing device. For example in the case of an electric vehicleport, the port may interface with a number of conductors and/or acoolant flow path by way of receiving a connector. In the case of acomputing device port, the port may provide an interface between asignal and a computing device. A connector may include a male componenthaving a penetrative form and port may include a female component havinga receptive form, receptive to the male component. Alternatively oradditionally, connector may have a female component and port may have amale component. In some cases, connector may include multipleconnections, which may make contact and/or communicate with associatedmating components within port, when the connector is mated with theport. Certain features of systems, methods and connectors including acharging connector, controller and associated components and devices,which may efficaciously be utilized in accordance with certainembodiments of the present disclosure are disclosed in U.S.Nonprovisional application Ser. No. 17/405,840, filed on Aug. 18, 2021,entitled “CONNECTOR AND METHODS OF USE FOR CHARGING AN ELECTRICVEHICLE,” the entirety of which is incorporated herein by reference.

Continuing to refer to FIG. 1 , connector 104 may be configured to matewith a port, for example electrical aircraft port. As used in thisdisclosure, “mate” is an action of attaching two or more componentstogether. As used in this disclosure, an “electric aircraft port” is aport located on electric aircraft. Mating may be performed using amechanical or electromechanical means described in this disclosure. Forexample, without limitation mating may include an electromechanicaldevice used to join electrical conductors and create an electricalcircuit. In some cases, mating may be performed by way of genderedmating components. A gendered mate may include a male component or plugwhich is inserted within a female component or socket. In some cases,mating may be removable. In some cases, mating may be permanent. In somecases, mating may be removable, but require a specialized tool or keyfor removal. Mating may be achieved by way of one or more of plug andsocket mates, pogo pin contact, crown spring mates, and the like. Insome cases, mating may be keyed to ensure proper alignment of connector104. In some cases, mate may be lockable. As used in this disclosure, a“mating component” is a component that is configured to mate with atleast another component, for example in a certain (i.e., mated)configuration. As used in this disclosure, an “electric vehicle” is anyelectrically powered means of human transport, for example withoutlimitation an electric aircraft or electric vertical take-off andlanding (eVTOL) aircraft. In some cases, an electric vehicle or aircraftmay include an energy source configured to power at least a motorconfigured to move the electric vehicle or aircraft. As used in thisdisclosure, an “electric aircraft” is an electrically powered aircraftsuch as one powered by one or more electric motors or the like. In someembodiments, electric (or electrically powered) aircraft may be anelectric vertical takeoff and landing (eVTOL) aircraft.

Still referring to FIG. 1 , connector 104 may be used to charge orrecharge a battery, for example, and without limitation, that of anelectric aircraft. Connector may also be referred to in this disclosureas charging connector or charger. Connector, charging connector orcharger may efficaciously include, without limitation, a constantvoltage charger, a constant current charger, a taper current charger, apulsed current charger, a negative pulse charger, an IUI charger, atrickle charger, a float charger, a random charger, and the like, amongothers. Connector, charging connector or charger may include anycomponent configured to link an electric vehicle to the connector,charging connector or charger.

With continued reference to FIG. 1 , system 100 may include one or moreconductors 108 having a distal end approximately located within electricaircraft. As used in this disclosure, a “conductor” is a component thatfacilitates conduction. As used in this disclosure, “conduction” is aprocess by which one or more of heat and/or electricity is transmittedthrough a substance, for example when there is a difference of effort(i.e., temperature or electrical potential) between adjoining regions.In some cases, a conductor 108 may be configured to charge and/orrecharge an electric vehicle. For instance, conductor 108 may beconnected to a power source 112 and conductor may be designed and/orconfigured to facilitate a specified amount of electrical power,current, or current type. For example, a conductor 108 may include adirect current conductor. As used in this disclosure, a “direct currentconductor” is a conductor configured to carry a direct current forrecharging an energy source 114. As used in this disclosure, “directcurrent” is one-directional flow of electric charge. In some cases, aconductor 108 may include an alternating current conductor. As used inthis disclosure, an “alternating current conductor” is a conductorconfigured to carry an alternating current for recharging an energysource 114. As used in this disclosure, an “alternating current” is aflow of electric charge that periodically reverse direction; in somecases, an alternating current may change its magnitude continuously within time (e.g., sine wave).

With continued reference to FIG. 1 , system 100 may include a conductor108 in electric communication with power source 112. As used in thisdisclosure, a “conductor” is a physical device and/or object thatfacilitates conduction, for example electrical conduction and/or thermalconduction. In some cases, a conductor may be an electrical conductor,for example a wire and/or cable. Exemplary conductor materials includemetals, such as without limitation copper, nickel, steel, and the like.As used in this disclosure, “communication” is an attribute wherein twoor more relata interact with one another, for example within a specificdomain or in a certain manner. In some cases, communication between twoor more relata may be of a specific domain, such as without limitationelectric communication, fluidic communication, informatic communication,mechanic communication, and the like. As used in this disclosure,“electric communication” is an attribute wherein two or more relatainteract with one another by way of an electric current or electricityin general. As used in this disclosure, “fluidic communication” is anattribute wherein two or more relata interact with one another by way ofa fluidic flow or fluid in general. As used in this disclosure,“informatic communication” is an attribute wherein two or more relatainteract with one another by way of an information flow or informationin general. As used in this disclosure, “mechanic communication” is anattribute wherein two or more relata interact with one another by way ofmechanical means, for instance mechanic effort (e.g., force) and flow(e.g., velocity)

With continued reference to FIG. 1 , connector 108 may be electricallyconnected to a power source 112 configured to provide an electricalcharging current. As used in this disclosure, a “power source” is asource of electrical power, for example for charging a battery. In somecases, power source 112 may include a charging battery (i.e., a batteryused for charging other batteries. A charging battery is notablycontrasted with an electric vehicle battery, which is located forexample upon an electric aircraft. As used in this disclosure, an“electrical charging current” is a flow of electrical charge thatfacilitates an increase in stored electrical energy of an energystorage, such as without limitation a battery. Charging battery mayinclude a plurality of batteries, battery modules, and/or battery cells.Charging battery may be configured to store a range of electricalenergy, for example a range of between about 5 KWh and about 5,000 KWh.Power source 112 may house a variety of electrical components. In oneembodiment, power source 112 may contain a solar inverter. Solarinverter may be configured to produce on-site power generation. In oneembodiment, power generated from solar inverter may be stored in acharging battery. In some embodiments, charging battery may include aused electric vehicle battery no longer fit for service in a vehicle.Charging battery 116 may include any battery described in thisdisclosure.

In some embodiments, and still referring to FIG. 1 , power source 112may have a continuous power rating of at least 350 kVA. In otherembodiments, power source 112 may have a continuous power rating of over350 kVA. In some embodiments, power source 112 may have a battery chargerange up to 950 Vdc. In other embodiments, power source 112 may have abattery charge range of over 950 Vdc. In some embodiments, power source112 may have a continuous charge current of at least 350 amps. In otherembodiments, power source 112 may have a continuous charge current ofover 350 amps. In some embodiments, power source 112 may have a boostcharge current of at least 500 amps. In other embodiments, power source112 may have a boost charge current of over 500 amps. In someembodiments, power source 112 may include any component with thecapability of recharging an energy source of an electric vehicle. Insome embodiments, power source 112 may include a constant voltagecharger, a constant current charger, a taper current charger, a pulsedcurrent charger, a negative pulse charger, an IUI charger, a tricklecharger, and a float charger.

Still referring to FIG. 1 , embodiments of system 100 may include acharging circuit 116. As defined in this disclosure, a “chargingcircuit” is an electrical circuit including anything charging or beingcharged, from batteries of charging station to batteries of aircraft.The charging circuit also includes components that are involved incharging the battery of the electric vehicle. Examples of components ofthe charging circuit include but is not limited to batteries, conductor108, sensors 120, power source 112, connectors 104, electric vehicleports, ground conductors 128, and the like.

With continued reference to FIG. 1 , in some embodiments, at least asensor 120 is configured to detect collect charging datum from thecharging circuit. For the purposes of this disclosure, “Charging datum”is an electronic signal representing an information and/or a parameterof a detected electrical and/or physical characteristic and/orphenomenon correlated with a state of a charging circuit which includesall elements/parts relating to charging the electric vehicle includingbattery. Charging datum may also include a measurement of resistance,current, voltage, moisture, and temperature. Charging datum may alsoinclude information regarding the degradation or failure of a componentof the charging circuit.

With continued reference to FIG. 1 , in some embodiments, at least asensor 120 is configured to detect collect battery datum from thecharging circuit. For the purposes of this disclosure, “Battery datum”is an electronic signal representing an information and/or a parameterof a detected electrical and/or physical characteristic and/orphenomenon correlated with a state of a battery. In some embodiments,sensor 120 is communicatively connected to a control circuit. Thecontrol circuit may then make a determination if there is batteryfailure as a function of the battery datum.

Still referring to FIG. 1 , as used in this disclosure, a “sensor” is adevice that is configured to detect a phenomenon and transmitinformation related to the detection of the phenomenon. For example, insome cases a sensor may transduce a detected phenomenon, such as withoutlimitation, voltage, current, speed, direction, force, torque,resistance, moisture temperature, pressure, and the like, into a sensedsignal. Sensor may include one or more sensors which may be the same,similar or different. Sensor may include a plurality of sensors whichmay be the same, similar or different. Sensor may include one or moresensor suites with sensors in each sensor suite being the same, similaror different.

Still referring to FIG. 1 , sensor(s) 120 may include any number ofsuitable sensors which may be efficaciously used to detect chargingdatum 148. For example, and without limitation, these sensors mayinclude a voltage sensor, current sensor, multimeter, voltmeter,ammeter, electrical current sensor, resistance sensor, impedance sensor,capacitance sensor, a Wheatstone bridge, displacements sensor, vibrationsensor, Daly detector, electroscope, electron multiplier, Faraday cup,galvanometer, Hall effect sensor, Hall probe, magnetic sensor, opticalsensor, magnetometer, magnetoresistance sensor, MEMS magnetic fieldsensor, metal detector, planar Hall sensor, thermal sensor, and thelike, among others. Sensor(s) 120 may efficaciously include, withoutlimitation, any of the sensors disclosed in the entirety of the presentdisclosure.

Still referring to FIG. 1 , in some embodiments of system 100, thecharging circuit may include ground conductor(s) 128. As used in thisdisclosure, a “ground conductor” is a conductor configured to be inelectrical communication with a ground. As used in this disclosure, a“ground” is a reference point in an electrical circuit, a common returnpath for electric current, or a direct physical connection to the earth.Ground may include an absolute ground such as earth or ground mayinclude a relative (or reference) ground, for example in a floatingconfiguration. Ground conductor 128 functions to provide a grounding orearthing path, for example, for any abnormal, excess or strayelectricity or electrical flow.

With continued reference to FIG. 1 , in some embodiments of system 100,sensor 120 may be communicatively connected with control circuit 132.Sensor 120 may communicate with control circuit 132 using an electricconnection. Alternatively, sensor 120 may communicate with controlcircuit 132 wirelessly, such as by radio waves, Bluetooth, or Wi-Fi. Oneof ordinary skill in the art, upon reviewing the entirety of thisdisclosure, would recognize that a variety of wireless communicationtechnologies are suitable for this application.

With continued reference to FIG. 1 , control circuit 132 may becommunicatively connected with charging circuit 116. control circuit 132may be configured to receive charging datum 124 from sensor 120.Problems within the charging circuit 116 may be determined by thecontrol circuit 132 as a function of the charging datum 124.Additionally, the charging circuit 116 may determine problems within thecontrol circuit 132 by comparing charging datum 124 to a predeterminedvalue. When control circuit 132 receives charging datum 124 from sensor120 that indicate problems within the charging circuit, then controlcircuit 132 may send a communication to the charging circuit toterminate charging. As used in this disclosure, “termination ofcharging” may include any means, process and/or method of disconnectingthe electric vehicle charging connector from the electric vehicle, suchthat power is not transmitted. Control circuit 132 may also send anotification to a user interface signifying that there are problemscharging or that charging has been terminated.

With continued reference to FIG. 1 , in some embodiments, controlcircuit 132 may be implemented using an analog circuit. For example, insome embodiments control circuit 132 may be implemented using an analogcircuit using operational amplifiers, comparators, transistors, or thelike. In some embodiments, control circuit 132 may be implemented usinga digital circuit having one or more logic gates. In some embodiments,controller may be implemented using a combinational logic circuit, asynchronous logic circuit, an asynchronous logic circuit, or the like.In other embodiments, control circuit 132 may be implemented using anapplication specific integrated circuit (ASIC). In yet other embodimentscontrol circuit 132 may be implemented using a field programmable gatearray (FPGA) and the like.

With continued reference to FIG. 1 , system 100 includes a controlcircuit 132. control circuit 132 may include any computing device asdescribed in this disclosure, including without limitation amicrocontroller, microprocessor, digital signal processor (DSP) and/orsystem on a chip (SoC) as described in this disclosure. Computing devicemay include, be included in, and/or communicate with a mobile devicesuch as a mobile telephone or smartphone. control circuit 132 mayinclude a single computing device operating independently, or mayinclude two or more computing device operating in concert, in parallel,sequentially or the like; two or more computing devices may be includedtogether in a single computing device or in two or more computingdevices. Control circuit 132 may interface or communicate with one ormore additional devices as described below in further detail via anetwork interface device. Network interface device may be utilized forconnecting control circuit to one or more of a variety of networks, andone or more devices. Examples of a network interface device include, butare not limited to, a network interface card (e.g., a mobile networkinterface card, a LAN card), a modem, and any combination thereof.Examples of a network include, but are not limited to, a wide areanetwork (e.g., the Internet, an enterprise network), a local areanetwork (e.g., a network associated with an office, a building, a campusor other relatively small geographic space), a telephone network, a datanetwork associated with a telephone/voice provider (e.g., a mobilecommunications provider data and/or voice network), a direct connectionbetween two computing devices, and any combinations thereof. A networkmay employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, softwareetc.) may be communicated to and/or from a computer and/or a computingdevice. Control circuit 132 may include but is not limited to, forexample, a computing device or cluster of computing devices in a firstlocation and a second computing device or cluster of computing devicesin a second location. Control circuit 132 may include one or morecomputing devices dedicated to data storage, security, distribution oftraffic for load balancing, and the like. Control circuit 132 maydistribute one or more computing tasks as described below across aplurality of computing devices of computing device, which may operate inparallel, in series, redundantly, or in any other manner used fordistribution of tasks or memory between computing devices. Controlcircuit 132 may be implemented using a “shared nothing” architecture inwhich data is cached at the worker, in an embodiment, this may enablescalability of system 100 and/or computing device.

With continued reference to FIG. 1 , control circuit 132 may be designedand/or configured to perform any method, method step, or sequence ofmethod steps in any embodiment described in this disclosure, in anyorder and with any degree of repetition. For instance, control circuit132 may be configured to perform a single step or sequence repeatedlyuntil a desired or commanded outcome is achieved; repetition of a stepor a sequence of steps may be performed iteratively and/or recursivelyusing outputs of previous repetitions as inputs to subsequentrepetitions, aggregating inputs and/or outputs of repetitions to producean aggregate result, reduction or decrement of one or more variablessuch as global variables, and/or division of a larger processing taskinto a set of iteratively addressed smaller processing tasks. Controlcircuit 132 may perform any step or sequence of steps as described inthis disclosure in parallel, such as simultaneously and/or substantiallysimultaneously performing a step two or more times using two or moreparallel threads, processor cores, or the like; division of tasksbetween parallel threads and/or processes may be performed according toany protocol suitable for division of tasks between iterations. Personsskilled in the art, upon reviewing the entirety of this disclosure, willbe aware of various ways in which steps, sequences of steps, processingtasks, and/or data may be subdivided, shared, or otherwise dealt withusing iteration, recursion, and/or parallel processing.

Still referring to FIG. 1 , in some embodiments system 100 may include afailure monitoring circuit 136. As used in this disclosure, a “failuremonitoring circuit” is a circuit used to detect failure withing thecharging circuit 116. In some embodiments, failure monitoring circuit136 may be coextensive with the earlier disclosure of control circuit132. In an embodiment, failure monitoring circuit 136 may be anycomputing device disclosed in FIG. 1-5 . As used in this disclosure, a“failure” is a fault or unhandled exception that is produced by thecontrol circuit 132. Failure monitoring circuit 136 may becommunicatively connected with charging circuit 116 and control circuit132. Failure monitoring circuit 136 may be configured to receivecharging datum 124 from sensor 120. Failure monitoring circuit 136 makesa determination if there is a fault or an unhandled exception in thecharging circuit 116 by evaluating the output of control circuit 132.Failure within the charging circuit 116 may also be determined as afunction of charging datum 124. Additionally, failure within thecharging circuit may be determined by comparing charging datum 124 to aset of predetermined values.

With continued reference to FIG. 1 , in some embodiments, failuremonitoring circuit 136 may be implemented using an analog circuit. Forexample, in some embodiments failure monitoring circuit 136 may beimplemented using an analog circuit using operational amplifiers,comparators, transistors, or the like. In some embodiments, failuremonitoring circuit 136 may be implemented using a digital circuit havingone or more logic gates. In some embodiments, controller may beimplemented using a combinational logic circuit, a synchronous logiccircuit, an asynchronous logic circuit, or the like. In otherembodiments, failure monitoring circuit 136 may be implemented using anapplication specific integrated circuit (ASIC). In yet other embodimentscontrol circuit 132 may be implemented using a field programmable gatearray (FPGA) and the like.

Still referring to FIG. 1 , in some embodiments of system 100 mayinclude failure mitigation 140. As used in this disclosure, “failuremitigation” is a process where a failure in the system is detected andpreventive steps are taken to avoid damage to the charging circuit.Failure mitigation may include a process used to stop or stall chargingdue to a failure within the charging circuit. In an embodiment, failuremitigation 140 may terminate charging if there is a failure detectedwithin the charging circuit. As used in this disclosure, “termination ofcharging” may include any means, process and/or method of disconnectingthe electric vehicle charging connector from the electric vehicle, suchthat power is not transmitted. In other embodiments, failure mitigation140 may also send a notification to a user interface signifying thatthere is a failure within the charging circuit, that charging has beendelayed, or that charging has been terminated. Failure mitigation 140may be any computing device disclosed in FIG. 1-5 . In some embodiments,the disclosure of failure mitigation 140 may be coextensive with thedisclosure of failure monitoring circuit 136.

Referring now to FIG. 2 , an exemplary method 200 of use for a chargerfor an electric vehicle with failure monitoring. An electric vehicle mayinclude any electric vehicle described in this disclosure, for examplewith reference to FIGS. 1-5 . Charger may include any apparatusdescribed in this disclosure, for example with reference to FIGS. 1-5 .At step 205, method 200 may include charging a power source of anelectric vehicle using a charging circuit. A charging circuit mayinclude any charging element described in in this disclosure, forexample with reference to FIGS. 1-5 . A power source may include anypower sourced described in in this disclosure, for example withreference to FIGS. 1-5 .

With continued reference to FIG. 2 , at step 210, method 200 may includedetecting using a failure monitoring circuit a failure in the chargingcircuit. A failure monitoring circuit may include any circuit describedin this disclosure, for example with reference to FIGS. 1-5 . A failuremonitoring circuit may include any computing device described in thisdisclosure, for example with reference to FIGS. 1-5 . A control circuitmay include any computing device described in this disclosure, forexample with reference to FIGS. 1-5 .

With continued reference to FIG. 2 , at step 215, method 200 mayinitiating by a failure monitoring circuit, failure mitigation as afunction of the detection of a failure. A failure mitigation may includeany circuit described in this disclosure, for example with reference toFIGS. 1-5 . A failure mitigation may include any computing devicedescribed in this disclosure, for example with reference to FIGS. 1-5 .

Referring now to FIG. 3 , an exemplary embodiment of an aircraft 300 isillustrated. Aircraft 300 may include an electrically powered aircraft(i.e., electric aircraft). In some embodiments, electrically poweredaircraft may be an electric vertical takeoff and landing (eVTOL)aircraft. Electric aircraft may be capable of rotor-based cruisingflight, rotor-based takeoff, rotor-based landing, fixed-wing cruisingflight, airplane-style takeoff, airplane-style landing, and/or anycombination thereof. “Rotor-based flight,” as described in thisdisclosure, is where the aircraft generated lift and propulsion by wayof one or more powered rotors coupled with an engine, such as aquadcopter, multi-rotor helicopter, or other vehicle that maintains itslift primarily using downward thrusting propulsors. “Fixed-wing flight,”as described in this disclosure, is where the aircraft is capable offlight using wings and/or foils that generate lift caused by theaircraft's forward airspeed and the shape of the wings and/or foils,such as airplane-style flight.

Still referring to FIG. 3 , aircraft 300 may include a fuselage 304. Asused in this disclosure a “fuselage” is the main body of an aircraft, orin other words, the entirety of the aircraft except for the cockpit,nose, wings, empennage, nacelles, any and all control surfaces, andgenerally contains an aircraft's payload. Fuselage 304 may comprisestructural elements that physically support the shape and structure ofan aircraft. Structural elements may take a plurality of forms, alone orin combination with other types. Structural elements may vary dependingon the construction type of aircraft and specifically, the fuselage.Fuselage 304 may comprise a truss structure. A truss structure may beused with a lightweight aircraft and may include welded aluminum tubetrusses. A truss, as used herein, is an assembly of beams that create arigid structure, often in combinations of triangles to createthree-dimensional shapes. A truss structure may alternatively comprisetitanium construction in place of aluminum tubes, or a combinationthereof. In some embodiments, structural elements may comprise aluminumtubes and/or titanium beams. In an embodiment, and without limitation,structural elements may include an aircraft skin. Aircraft skin may belayered over the body shape constructed by trusses. Aircraft skin maycomprise a plurality of materials such as aluminum, fiberglass, and/orcarbon fiber, the latter of which will be addressed in greater detaillater in this paper.

Still referring to FIG. 3 , aircraft 300 may include a plurality ofactuators 308. Actuator 308 may include any motor and/or propulsordescribed in this disclosure, for instance in reference to FIGS. 1-5 .In an embodiment, actuator 308 may be mechanically coupled to anaircraft. As used herein, a person of ordinary skill in the art wouldunderstand “mechanically coupled” to mean that at least a portion of adevice, component, or circuit is connected to at least a portion of theaircraft via a mechanical coupling. Said mechanical coupling caninclude, for example, rigid coupling, such as beam coupling, bellowscoupling, bushed pin coupling, constant velocity, split-muff coupling,diaphragm coupling, disc coupling, donut coupling, elastic coupling,flexible coupling, fluid coupling, gear coupling, grid coupling, Hirthjoints, hydrodynamic coupling, jaw coupling, magnetic coupling, Oldhamcoupling, sleeve coupling, tapered shaft lock, twin spring coupling, ragjoint coupling, universal joints, or any combination thereof. As used inthis disclosure an “aircraft” is vehicle that may fly. As a non-limitingexample, aircraft may include airplanes, helicopters, airships, blimps,gliders, paramotors, and the like thereof. In an embodiment, mechanicalcoupling may be used to connect the ends of adjacent parts and/orobjects of an electric aircraft. Further, in an embodiment, mechanicalcoupling may be used to join two pieces of rotating electric aircraftcomponents.

With continued reference to FIG. 3 , a plurality of actuators 308 may beconfigured to produce a torque. As used in this disclosure a “torque” isa measure of force that causes an object to rotate about an axis in adirection. For example, and without limitation, torque may rotate anaileron and/or rudder to generate a force that may adjust and/or affectaltitude, airspeed velocity, groundspeed velocity, direction duringflight, and/or thrust. For example, plurality of actuators 308 mayinclude a component used to produce a torque that affects aircrafts'roll and pitch, such as without limitation one or more ailerons. An“aileron,” as used in this disclosure, is a hinged surface which formpart of the trailing edge of a wing in a fixed wing aircraft, and whichmay be moved via mechanical means such as without limitationservomotors, mechanical linkages, or the like. As a further example,plurality of actuators 308 may include a rudder, which may include,without limitation, a segmented rudder that produces a torque about avertical axis. Additionally or alternatively, plurality of actuators 308may include other flight control surfaces such as propulsors, rotatingflight controls, or any other structural features which can adjustmovement of aircraft 300. Plurality of actuators 308 may include one ormore rotors, turbines, ducted fans, paddle wheels, and/or othercomponents configured to propel a vehicle through a fluid mediumincluding, but not limited to air.

Still referring to FIG. 3 , plurality of actuators 308 may include atleast a propulsor component. As used in this disclosure a “propulsorcomponent” or “propulsor” is a component and/or device used to propel acraft by exerting force on a fluid medium, which may include a gaseousmedium such as air or a liquid medium such as water. In an embodiment,when a propulsor twists and pulls air behind it, it may, at the sametime, push an aircraft forward with an amount of force and/or thrust.More air pulled behind an aircraft results in greater thrust with whichthe aircraft is pushed forward. Propulsor component may include anydevice or component that consumes electrical power on demand to propelan electric aircraft in a direction or other vehicle while on ground orin-flight. In an embodiment, propulsor component may include a pullercomponent. As used in this disclosure a “puller component” is acomponent that pulls and/or tows an aircraft through a medium. As anon-limiting example, puller component may include a flight componentsuch as a puller propeller, a puller motor, a puller propulsor, and thelike. Additionally, or alternatively, puller component may include aplurality of puller flight components. In another embodiment, propulsorcomponent may include a pusher component. As used in this disclosure a“pusher component” is a component that pushes and/or thrusts an aircraftthrough a medium. As a non-limiting example, pusher component mayinclude a pusher component such as a pusher propeller, a pusher motor, apusher propulsor, and the like. Additionally, or alternatively, pusherflight component may include a plurality of pusher flight components.

In another embodiment, and still referring to FIG. 3 , propulsor mayinclude a propeller, a blade, or any combination of the two. A propellermay function to convert rotary motion from an engine or other powersource into a swirling slipstream which may push the propeller forwardsor backwards. Propulsor may include a rotating power-driven hub, towhich several radial airfoil-section blades may be attached, such thatan entire whole assembly rotates about a longitudinal axis. As anon-limiting example, blade pitch of propellers may be fixed at a fixedangle, manually variable to a few set positions, automatically variable(e.g. a “constant-speed” type), and/or any combination thereof asdescribed further in this disclosure. As used in this disclosure a“fixed angle” is an angle that is secured and/or substantially unmovablefrom an attachment point. For example, and without limitation, a fixedangle may be an angle of 2.2° inward and/or 1.7° forward. As a furthernon-limiting example, a fixed angle may be an angle of 3.6° outwardand/or 2.7° backward. In an embodiment, propellers for an aircraft maybe designed to be fixed to their hub at an angle similar to the threadon a screw makes an angle to the shaft; this angle may be referred to asa pitch or pitch angle which may determine a speed of forward movementas the blade rotates. Additionally or alternatively, propulsor componentmay be configured having a variable pitch angle. As used in thisdisclosure a “variable pitch angle” is an angle that may be moved and/orrotated. For example, and without limitation, propulsor component may beangled at a first angle of 3.3° inward, wherein propulsor component maybe rotated and/or shifted to a second angle of 1.7° outward.

Still referring to FIG. 3 , propulsor may include a thrust element whichmay be integrated into the propulsor. Thrust element may include,without limitation, a device using moving or rotating foils, such as oneor more rotors, an airscrew or propeller, a set of airscrews orpropellers such as contra-rotating propellers, a moving or flappingwing, or the like. Further, a thrust element, for example, can includewithout limitation a marine propeller or screw, an impeller, a turbine,a pump-jet, a paddle or paddle-based device, or the like.

With continued reference to FIG. 3 , plurality of actuators 308 mayinclude power sources, control links to one or more elements, fuses,and/or mechanical couplings used to drive and/or control any otherflight component. Plurality of actuators 308 may include a motor thatoperates to move one or more flight control components and/or one ormore control surfaces, to drive one or more propulsors, or the like. Amotor may be driven by direct current (DC) electric power and mayinclude, without limitation, brushless DC electric motors, switchedreluctance motors, induction motors, or any combination thereof.Alternatively or additionally, a motor may be driven by an inverter. Amotor may also include electronic speed controllers, inverters, or othercomponents for regulating motor speed, rotation direction, and/ordynamic braking.

Still referring to FIG. 3 , plurality of actuators 308 may include anenergy source. An energy source may include, for example, a generator, aphotovoltaic device, a fuel cell such as a hydrogen fuel cell, directmethanol fuel cell, and/or solid oxide fuel cell, an electric energystorage device (e.g. a capacitor, an inductor, and/or a battery). Anenergy source may also include a battery cell, or a plurality of batterycells connected in series into a module and each module connected inseries or in parallel with other modules. Configuration of an energysource containing connected modules may be designed to meet an energy orpower requirement and may be designed to fit within a designatedfootprint in an electric aircraft in which system may be incorporated.

In an embodiment, and still referring to FIG. 3 , an energy source maybe used to provide a steady supply of electrical power to a load over aflight by an electric aircraft 300. For example, energy source may becapable of providing sufficient power for “cruising” and otherrelatively low-energy phases of flight. An energy source may also becapable of providing electrical power for some higher-power phases offlight as well, particularly when the energy source is at a high SOC, asmay be the case for instance during takeoff. In an embodiment, energysource may include an emergency power unit which may be capable ofproviding sufficient electrical power for auxiliary loads includingwithout limitation, lighting, navigation, communications, de-icing,steering or other systems requiring power or energy. Further, energysource may be capable of providing sufficient power for controlleddescent and landing protocols, including, without limitation, hoveringdescent or runway landing. As used herein the energy source may havehigh power density where electrical power an energy source can usefullyproduce per unit of volume and/or mass is relatively high. As used inthis disclosure, “electrical power” is a rate of electrical energy perunit time. An energy source may include a device for which power thatmay be produced per unit of volume and/or mass has been optimized, forinstance at an expense of maximal total specific energy density or powercapacity. Non-limiting examples of items that may be used as at least anenergy source include batteries used for starting applications includingLi ion batteries which may include NCA, NMC, Lithium iron phosphate(LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may bemixed with another cathode chemistry to provide more specific power ifthe application requires Li metal batteries, which have a lithium metalanode that provides high power on demand, Li ion batteries that have asilicon or titanite anode, energy source may be used, in an embodiment,to provide electrical power to an electric aircraft or drone, such as anelectric aircraft vehicle, during moments requiring high rates of poweroutput, including without limitation takeoff, landing, thermal de-icingand situations requiring greater power output for reasons of stability,such as high turbulence situations, as described in further detailbelow. A battery may include, without limitation a battery using nickelbased chemistries such as nickel cadmium or nickel metal hydride, abattery using lithium ion battery chemistries such as a nickel cobaltaluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate(LiFePO4), lithium cobalt oxide (LCO), and/or lithium manganese oxide(LMO), a battery using lithium polymer technology, lead-based batteriessuch as without limitation lead acid batteries, metal-air batteries, orany other suitable battery. Persons skilled in the art, upon reviewingthe entirety of this disclosure, will be aware of various devices ofcomponents that may be used as an energy source.

Still referring to FIG. 3 , an energy source may include a plurality ofenergy sources, referred to herein as a module of energy sources. Modulemay include batteries connected in parallel or in series or a pluralityof modules connected either in series or in parallel designed to satisfyboth power and energy requirements. Connecting batteries in series mayincrease a potential of at least an energy source which may provide morepower on demand. High potential batteries may require cell matching whenhigh peak load is needed. As more cells are connected in strings, theremay exist a possibility of one cell failing which may increaseresistance in module and reduce overall power output as voltage of themodule may decrease as a result of that failing cell. Connectingbatteries in parallel may increase total current capacity by decreasingtotal resistance, and it also may increase overall amp-hour capacity.Overall energy and power outputs of at least an energy source may bebased on individual battery cell performance or an extrapolation basedon a measurement of at least an electrical parameter. In an embodimentwhere energy source includes a plurality of battery cells, overall poweroutput capacity may be dependent on electrical parameters of eachindividual cell. If one cell experiences high self-discharge duringdemand, power drawn from at least an energy source may be decreased toavoid damage to a weakest cell. Energy source may further include,without limitation, wiring, conduit, housing, cooling system and batterymanagement system. Persons skilled in the art will be aware, afterreviewing the entirety of this disclosure, of many different componentsof an energy source. Exemplary energy sources are disclosed in detail inU.S. patent application Ser. Nos. 16/948,157 and 16/048,140 bothentitled “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE” byS. Donovan et al., which are incorporated in their entirety herein byreference.

Still referring to FIG. 3 , according to some embodiments, an energysource may include an emergency power unit (EPU) (i.e., auxiliary powerunit). As used in this disclosure an “emergency power unit” is an energysource as described herein that is configured to power an essentialsystem for a critical function in an emergency, for instance withoutlimitation when another energy source has failed, is depleted, or isotherwise unavailable. Exemplary non-limiting essential systems includenavigation systems, such as MFD, GPS, VOR receiver or directional gyro,and other essential flight components, such as propulsors.

Still referring to FIG. 3 , another exemplary actuator may includelanding gear. Landing gear may be used for take-off and/orlanding/Landing gear may be used to contact ground while aircraft 300 isnot in flight. Exemplary landing gear is disclosed in detail in U.S.patent application Ser. No. 17/196,719 entitled “SYSTEM FOR ROLLINGLANDING GEAR” by R. Griffin et al., which is incorporated in itsentirety herein by reference.

Still referring to FIG. 3 , aircraft 300 may include a pilot control312, including without limitation, a hover control, a thrust control, aninceptor stick, a cyclic, and/or a collective control. As used in thisdisclosure a “collective control” or “collective” is a mechanicalcontrol of an aircraft that allows a pilot to adjust and/or control thepitch angle of the plurality of actuators 308. For example and withoutlimitation, collective control may alter and/or adjust the pitch angleof all of the main rotor blades collectively. For example, and withoutlimitation pilot control 312 may include a yoke control. As used in thisdisclosure a “yoke control” is a mechanical control of an aircraft tocontrol the pitch and/or roll. For example and without limitation, yokecontrol may alter and/or adjust the roll angle of aircraft 300 as afunction of controlling and/or maneuvering ailerons. In an embodiment,pilot control 312 may include one or more foot-brakes, control sticks,pedals, throttle levels, and the like thereof. In another embodiment,and without limitation, pilot control 312 may be configured to control aprincipal axis of the aircraft. As used in this disclosure a “principalaxis” is an axis in a body representing one three dimensionalorientations. For example, and without limitation, principal axis ormore yaw, pitch, and/or roll axis. Principal axis may include a yawaxis. As used in this disclosure a “yaw axis” is an axis that isdirected towards the bottom of the aircraft, perpendicular to the wings.For example, and without limitation, a positive yawing motion mayinclude adjusting and/or shifting the nose of aircraft 300 to the right.Principal axis may include a pitch axis. As used in this disclosure a“pitch axis” is an axis that is directed towards the right laterallyextending wing of the aircraft. For example, and without limitation, apositive pitching motion may include adjusting and/or shifting the noseof aircraft 300 upwards. Principal axis may include a roll axis. As usedin this disclosure a “roll axis” is an axis that is directedlongitudinally towards the nose of the aircraft, parallel to thefuselage. For example, and without limitation, a positive rolling motionmay include lifting the left and lowering the right wing concurrently.

Still referring to FIG. 3 , pilot control 312 may be configured tomodify a variable pitch angle. For example, and without limitation,pilot control 312 may adjust one or more angles of attack of apropeller. As used in this disclosure an “angle of attack” is an anglebetween the chord of the propeller and the relative wind. For example,and without limitation angle of attack may include a propeller bladeangled 3.2°. In an embodiment, pilot control 312 may modify the variablepitch angle from a first angle of 2.71° to a second angle of 3.82°.Additionally or alternatively, pilot control 312 may be configured totranslate a pilot desired torque for flight component 308. For example,and without limitation, pilot control 312 may translate that a pilot'sdesired torque for a propeller be 160 lb. ft. of torque. As a furthernon-limiting example, pilot control 312 may introduce a pilot's desiredtorque for a propulsor to be 290 lb. ft. of torque. Additionaldisclosure related to pilot control 312 may be found in U.S. patentapplication Ser. Nos. 17/001,845 and 16/929,206 both of which areentitled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT” byC. Spiegel et al., which are incorporated in their entirety herein byreference.

Still referring to FIG. 3 , aircraft 300 may include a loading system. Aloading system may include a system configured to load an aircraft ofeither cargo or personnel. For instance, some exemplary loading systemsmay include a swing nose, which is configured to swing the nose ofaircraft 300 of the way thereby allowing direct access to a cargo baylocated behind the nose. A notable exemplary swing nose aircraft isBoeing 747. Additional disclosure related to loading systems can befound in U.S. patent application Ser. No. 17/137,594 entitled “SYSTEMAND METHOD FOR LOADING AND SECURING PAYLOAD IN AN AIRCRAFT” by R.Griffin et al., entirety of which in incorporated herein by reference.

Still referring to FIG. 3 , aircraft 300 may include a sensor 316.Sensor 316 may include any sensor or noise monitoring circuit describedin this disclosure, for instance in reference to FIGS. 1-12 . Sensor 316may be configured to sense a characteristic of pilot control 312. Sensormay be a device, module, and/or subsystem, utilizing any hardware,software, and/or any combination thereof to sense a characteristicand/or changes thereof, in an instant environment, for instance withoutlimitation a pilot control 312, which the sensor is proximal to orotherwise in a sensed communication with, and transmit informationassociated with the characteristic, for instance without limitationdigitized data. Sensor 316 may be mechanically and/or communicativelycoupled to aircraft 300, including, for instance, to at least a pilotcontrol 312. Sensor 316 may be configured to sense a characteristicassociated with at least a pilot control 312. An environmental sensormay include without limitation one or more sensors used to detectambient temperature, barometric pressure, and/or air velocity, one ormore motion sensors which may include without limitation gyroscopes,accelerometers, inertial measurement unit (IMU), and/or magneticsensors, one or more humidity sensors, one or more oxygen sensors, orthe like. Additionally or alternatively, sensor 316 may include at leasta geospatial sensor. Sensor 316 may be located inside an aircraft;and/or be included in and/or attached to at least a portion of theaircraft. Sensor may include one or more proximity sensors, displacementsensors, vibration sensors, and the like thereof. Sensor may be used tomonitor the status of aircraft 300 for both critical and non-criticalfunctions. Sensor may be incorporated into vehicle or aircraft or beremote.

Still referring to FIG. 3 , in some embodiments, sensor 316 may beconfigured to sense a characteristic associated with any pilot controldescribed in this disclosure. Non-limiting examples of a sensor 316 mayinclude an inertial measurement unit (IMU), an accelerometer, agyroscope, a proximity sensor, a pressure sensor, a light sensor, apitot tube, an air speed sensor, a position sensor, a speed sensor, aswitch, a thermometer, a strain gauge, an acoustic sensor, and anelectrical sensor. In some cases, sensor 316 may sense a characteristicas an analog measurement, for instance, yielding a continuously variableelectrical potential indicative of the sensed characteristic. In thesecases, sensor 316 may additionally comprise an analog to digitalconverter (ADC) as well as any additionally circuitry, such as withoutlimitation a Whetstone bridge, an amplifier, a filter, and the like. Forinstance, in some cases, sensor 316 may comprise a strain gageconfigured to determine loading of one or flight components, forinstance landing gear. Strain gage may be included within a circuitcomprising a Whetstone bridge, an amplified, and a bandpass filter toprovide an analog strain measurement signal having a high signal tonoise ratio, which characterizes strain on a landing gear member. An ADCmay then digitize analog signal produces a digital signal that can thenbe transmitted other systems within aircraft 300, for instance withoutlimitation a computing system, a pilot display, and a memory component.Alternatively or additionally, sensor 316 may sense a characteristic ofa pilot control 312 digitally. For instance in some embodiments, sensor316 may sense a characteristic through a digital means or digitize asensed signal natively. In some cases, for example, sensor 316 mayinclude a rotational encoder and be configured to sense a rotationalposition of a pilot control; in this case, the rotational encoderdigitally may sense rotational “clicks” by any known method, such aswithout limitation magnetically, optically, and the like.

Still referring to FIG. 3 , electric aircraft 300 may include at least amotor 1224, which may be mounted on a structural feature of theaircraft. Design of motor 1224 may enable it to be installed external tostructural member (such as a boom, nacelle, or fuselage) for easymaintenance access and to minimize accessibility requirements for thestructure; this may improve structural efficiency by requiring fewerlarge holes in the mounting area. In some embodiments, motor 1224 mayinclude two main holes in top and bottom of mounting area to accessbearing cartridge. Further, a structural feature may include a componentof electric aircraft 300. For example, and without limitation structuralfeature may be any portion of a vehicle incorporating motor 1224,including any vehicle as described in this disclosure. As a furthernon-limiting example, a structural feature may include withoutlimitation a wing, a spar, an outrigger, a fuselage, or any portionthereof; persons skilled in the art, upon reviewing the entirety of thisdisclosure, will be aware of many possible features that may function asat least a structural feature. At least a structural feature may beconstructed of any suitable material or combination of materials,including without limitation metal such as aluminum, titanium, steel, orthe like, polymer materials or composites, fiberglass, carbon fiber,wood, or any other suitable material. As a non-limiting example, atleast a structural feature may be constructed from additivelymanufactured polymer material with a carbon fiber exterior; aluminumparts or other elements may be enclosed for structural strength, or forpurposes of supporting, for instance, vibration, torque or shearstresses imposed by at least propulsor 308. Persons skilled in the art,upon reviewing the entirety of this disclosure, will be aware of variousmaterials, combinations of materials, and/or constructions techniques.

Still referring to FIG. 3 , electric aircraft 300 may include a verticaltakeoff and landing aircraft (eVTOL). As used herein, a verticaltake-off and landing (eVTOL) aircraft is one that can hover, take off,and land vertically. An eVTOL, as used herein, is an electricallypowered aircraft typically using an energy source, of a plurality ofenergy sources to power the aircraft. In order to optimize the power andenergy necessary to propel the aircraft. eVTOL may be capable ofrotor-based cruising flight, rotor-based takeoff, rotor-based landing,fixed-wing cruising flight, airplane-style takeoff, airplane-stylelanding, and/or any combination thereof. Rotor-based flight, asdescribed herein, is where the aircraft generated lift and propulsion byway of one or more powered rotors coupled with an engine, such as a“quad copter,” multi-rotor helicopter, or other vehicle that maintainsits lift primarily using downward thrusting propulsors. Fixed-wingflight, as described herein, is where the aircraft is capable of flightusing wings and/or foils that generate life caused by the aircraft'sforward airspeed and the shape of the wings and/or foils, such asairplane-style flight.

With continued reference to FIG. 3 , a number of aerodynamic forces mayact upon the electric aircraft 300 during flight. Forces acting onelectric aircraft 300 during flight may include, without limitation,thrust, the forward force produced by the rotating element of theelectric aircraft 300 and acts parallel to the longitudinal axis.Another force acting upon electric aircraft 300 may be, withoutlimitation, drag, which may be defined as a rearward retarding forcewhich is caused by disruption of airflow by any protruding surface ofthe electric aircraft 300 such as, without limitation, the wing, rotor,and fuselage. Drag may oppose thrust and acts rearward parallel to therelative wind. A further force acting upon electric aircraft 300 mayinclude, without limitation, weight, which may include a combined loadof the electric aircraft 300 itself, crew, baggage, and/or fuel. Weightmay pull electric aircraft 300 downward due to the force of gravity. Anadditional force acting on electric aircraft 300 may include, withoutlimitation, lift, which may act to oppose the downward force of weightand may be produced by the dynamic effect of air acting on the airfoiland/or downward thrust from the propulsor 308 of the electric aircraft.Lift generated by the airfoil may depend on speed of airflow, density ofair, total area of an airfoil and/or segment thereof, and/or an angle ofattack between air and the airfoil. For example, and without limitation,electric aircraft 300 are designed to be as lightweight as possible.Reducing the weight of the aircraft and designing to reduce the numberof components is essential to optimize the weight. To save energy, itmay be useful to reduce weight of components of electric aircraft 300,including without limitation propulsors and/or propulsion assemblies. Inan embodiment, motor 1224 may eliminate need for many externalstructural features that otherwise might be needed to join one componentto another component. Motor 1224 may also increase energy efficiency byenabling a lower physical propulsor profile, reducing drag and/or windresistance. This may also increase durability by lessening the extent towhich drag and/or wind resistance add to forces acting on electricaircraft 300 and/or propulsors.

FIG. 4 illustrates an exemplary embodiment of a battery pack 400 thatmay be housed in the power storage unit to store power. Battery pack 400may be a power storing device that is configured to store electricalenergy in the form of a plurality of battery modules, which themselvesmay be comprised of a plurality of electrochemical cells. These cellsmay utilize electrochemical cells, galvanic cells, electrolytic cells,fuel cells, flow cells, and/or voltaic cells. In general, anelectrochemical cell is a device capable of generating electrical energyfrom chemical reactions or using electrical energy to cause chemicalreactions. Voltaic or galvanic cells are electrochemical cells thatgenerate electric current from chemical reactions, while electrolyticcells generate chemical reactions via electrolysis. In general, the term‘battery’ is used as a collection of cells connected in series orparallel to each other. A battery cell may, when used in conjunctionwith other cells, be electrically connected in series, in parallel or acombination of series and parallel. Series connection comprises wiring afirst terminal of a first cell to a second terminal of a second cell andfurther configured to comprise a single conductive path for electricityto flow while maintaining the same current (measured in Amperes) throughany component in the circuit. A battery cell may use the term ‘wired’,but one of ordinary skill in the art would appreciate that this term issynonymous with ‘electrically connected’, and that there are many waysto couple electrical elements like battery cells together. An example ofa connector that does not comprise wires may be prefabricated terminalsof a first gender that mate with a second terminal with a second gender.Battery cells may be wired in parallel. Parallel connection compriseswiring a first and second terminal of a first battery cell to a firstand second terminal of a second battery cell and further configured tocomprise more than one conductive path for electricity to flow whilemaintaining the same voltage (measured in Volts) across any component inthe circuit. Battery cells may be wired in a series-parallel circuitwhich combines characteristics of the constituent circuit types to thiscombination circuit. Battery cells may be electrically connected in avirtually unlimited arrangement which may confer onto the system theelectrical advantages associated with that arrangement such ashigh-voltage applications, high current applications, or the like. In anexemplary embodiment, battery pack 400 may include at least 196 batterycells in series and at least 18 battery cells in parallel. This is, assomeone of ordinary skill in the art would appreciate, only an exampleand battery pack 400 may be configured to have a near limitlessarrangement of battery cell configurations.

With continued reference to FIG. 4 , battery pack 400 may include aplurality of battery modules 404. The battery modules may be wiredtogether in series and in parallel. Battery pack 400 may include acenter sheet 408 which may include a thin barrier. The barrier mayinclude a fuse connecting battery modules on either side of center sheet408. The fuse may be disposed in or on center sheet 408 and configuredto connect to an electric circuit comprising a first battery module andtherefore battery unit and cells. In general, and for the purposes ofthis disclosure, a fuse is an electrical safety device that operate toprovide overcurrent protection of an electrical circuit. As asacrificial device, its essential component is metal wire or strip thatmelts when too much current flows through it, thereby interruptingenergy flow. The fuse may comprise a thermal fuse, mechanical fuse,blade fuse, expulsion fuse, spark gap surge arrestor, varistor, or acombination thereof.

Battery pack 400 may also include a side wall 412 which may include alaminate of a plurality of layers configured to thermally insulate theplurality of battery modules 404 from external components of batterypack 400. Side wall 412 layers may include materials which possesscharacteristics suitable for thermal insulation such as fiberglass, air,iron fibers, polystyrene foam, and thin plastic films. Side wall 412 mayadditionally or alternatively electrically insulate the plurality ofbattery modules 404 from external components of battery pack 400 and thelayers of which may include polyvinyl chloride (PVC), glass, asbestos,rigid laminate, varnish, resin, paper, Teflon, rubber, and mechanicallamina. Center sheet 408 may be mechanically coupled to side wall 412.Side wall 412 may include a feature for alignment and coupling to centersheet 408. This feature may comprise a cutout, slots, holes, bosses,ridges, channels, and/or other undisclosed mechanical features, alone orin combination.

Battery pack 400 may also include an end panel 416 having a plurality ofelectrical connectors and further configured to fix battery pack 400 inalignment with at least a side wall 412. End panel 416 may include aplurality of electrical connectors of a first gender configured toelectrically and mechanically couple to electrical connectors of asecond gender. End panel 416 may be configured to convey electricalenergy from battery cells to at least a portion of an eVTOL aircraft.Electrical energy may be configured to power at least a portion of aneVTOL aircraft or comprise signals to notify aircraft computers,personnel, users, pilots, and any others of information regardingbattery health, emergencies, and/or electrical characteristics. Theplurality of electrical connectors may comprise blind mate connectors,plug and socket connectors, screw terminals, ring and spade connectors,blade connectors, and/or an undisclosed type alone or in combination.The electrical connectors of which end panel 416 comprises may beconfigured for power and communication purposes.

A first end of end panel 416 may be configured to mechanically couple toa first end of a first side wall 412 by a snap attachment mechanism,similar to end cap and side panel configuration utilized in the batterymodule. To reiterate, a protrusion disposed in or on end panel 416 maybe captured, at least in part, by a receptacle disposed in or on sidewall 412. A second end of end panel 416 may be mechanically coupled to asecond end of a second side wall 412 in a similar or the same mechanism.

It is to be noted that any one or more of the aspects and embodimentsdescribed herein may be conveniently implemented using one or moremachines (e.g., one or more computing devices that are utilized as auser computing device for an electronic document, one or more serverdevices, such as a document server, etc.) programmed according to theteachings of the present specification, as will be apparent to those ofordinary skill in the computer art. Appropriate software coding canreadily be prepared by skilled programmers based on the teachings of thepresent disclosure, as will be apparent to those of ordinary skill inthe software art. Aspects and implementations discussed above employingsoftware and/or software modules may also include appropriate hardwarefor assisting in the implementation of the machine executableinstructions of the software and/or software module.

Such software may be a computer program product that employs amachine-readable storage medium. A machine-readable storage medium maybe any medium that is capable of storing and/or encoding a sequence ofinstructions for execution by a machine (e.g., a computing device) andthat causes the machine to perform any one of the methodologies and/orembodiments described herein. Examples of a machine-readable storagemedium include, but are not limited to, a magnetic disk, an optical disc(e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-onlymemory “ROM” device, a random access memory “RAM” device, a magneticcard, an optical card, a solid-state memory device, an EPROM, an EEPROM,and any combinations thereof. A machine-readable medium, as used herein,is intended to include a single medium as well as a collection ofphysically separate media, such as, for example, a collection of compactdiscs or one or more hard disk drives in combination with a computermemory. As used herein, a machine-readable storage medium does notinclude transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as adata signal on a data carrier, such as a carrier wave. For example,machine-executable information may be included as a data-carrying signalembodied in a data carrier in which the signal encodes a sequence ofinstruction, or portion thereof, for execution by a machine (e.g., acomputing device) and any related information (e.g., data structures anddata) that causes the machine to perform any one of the methodologiesand/or embodiments described herein.

Examples of a computing device include, but are not limited to, anelectronic book reading device, a computer workstation, a terminalcomputer, a server computer, a handheld device (e.g., a tablet computer,a smartphone, etc.), a web appliance, a network router, a networkswitch, a network bridge, any machine capable of executing a sequence ofinstructions that specify an action to be taken by that machine, and anycombinations thereof. In one example, a computing device may includeand/or be included in a kiosk.

FIG. 5 shows a diagrammatic representation of one embodiment of acomputing device in the exemplary form of a computer system 500 withinwhich a set of instructions for causing a control system to perform anyone or more of the aspects and/or methodologies of the presentdisclosure may be executed. It is also contemplated that multiplecomputing devices may be utilized to implement a specially configuredset of instructions for causing one or more of the devices to performany one or more of the aspects and/or methodologies of the presentdisclosure. Computer system 500 includes a processor 504 and a memory508 that communicate with each other, and with other components, via abus 512. Bus 512 may include any of several types of bus structuresincluding, but not limited to, a memory bus, a memory controller, aperipheral bus, a local bus, and any combinations thereof, using any ofa variety of bus architectures.

Processor 504 may include any suitable processor, such as withoutlimitation a processor incorporating logical circuitry for performingarithmetic and logical operations, such as an arithmetic and logic unit(ALU), which may be regulated with a state machine and directed byoperational inputs from memory and/or sensors; processor 504 may beorganized according to Von Neumann and/or Harvard architecture as anon-limiting example. Processor 504 may include, incorporate, and/or beincorporated in, without limitation, a microcontroller, microprocessor,digital signal processor (DSP), Field Programmable Gate Array (FPGA),Complex Programmable Logic Device (CPLD), Graphical Processing Unit(GPU), general purpose GPU, Tensor Processing Unit (TPU), analog ormixed signal processor, Trusted Platform Module (TPM), a floating pointunit (FPU), and/or system on a chip (SoC).

Memory 508 may include various components (e.g., machine-readable media)including, but not limited to, a random-access memory component, a readonly component, and any combinations thereof. In one example, a basicinput/output system 516 (BIOS), including basic routines that help totransfer information between elements within computer system 500, suchas during start-up, may be stored in memory 508. Memory 508 may alsoinclude (e.g., stored on one or more machine-readable media)instructions (e.g., software) 520 embodying any one or more of theaspects and/or methodologies of the present disclosure. In anotherexample, memory 508 may further include any number of program modulesincluding, but not limited to, an operating system, one or moreapplication programs, other program modules, program data, and anycombinations thereof.

Computer system 500 may also include a storage device 524. Examples of astorage device (e.g., storage device 524) include, but are not limitedto, a hard disk drive, a magnetic disk drive, an optical disc drive incombination with an optical medium, a solid-state memory device, and anycombinations thereof. Storage device 524 may be connected to bus 512 byan appropriate interface (not shown). Example interfaces include, butare not limited to, SCSI, advanced technology attachment (ATA), serialATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and anycombinations thereof. In one example, storage device 524 (or one or morecomponents thereof) may be removably interfaced with computer system 500(e.g., via an external port connector (not shown)). Particularly,storage device 524 and an associated machine-readable medium 528 mayprovide nonvolatile and/or volatile storage of machine-readableinstructions, data structures, program modules, and/or other data forcomputer system 500. In one example, software 520 may reside, completelyor partially, within machine-readable medium 528. In another example,software 520 may reside, completely or partially, within processor 504.

Computer system 500 may also include an input device 532. In oneexample, a user of computer system 500 may enter commands and/or otherinformation into computer system 500 via input device 532. Examples ofan input device 532 include, but are not limited to, an alpha-numericinput device (e.g., a keyboard), a pointing device, a joystick, agamepad, an audio input device (e.g., a microphone, a voice responsesystem, etc.), a cursor control device (e.g., a mouse), a touchpad, anoptical scanner, a video capture device (e.g., a still camera, a videocamera), a touchscreen, and any combinations thereof. Input device 532may be interfaced to bus 512 via any of a variety of interfaces (notshown) including, but not limited to, a serial interface, a parallelinterface, a game port, a USB interface, a FIREWIRE interface, a directinterface to bus 512, and any combinations thereof. Input device 532 mayinclude a touch screen interface that may be a part of or separate fromdisplay 536, discussed further below. Input device 532 may be utilizedas a user selection device for selecting one or more graphicalrepresentations in a graphical interface as described above.

A user may also input commands and/or other information to computersystem 500 via storage device 524 (e.g., a removable disk drive, a flashdrive, etc.) and/or network interface device 540. A network interfacedevice, such as network interface device 540, may be utilized forconnecting computer system 500 to one or more of a variety of networks,such as network 544, and one or more remote devices 548 connectedthereto. Examples of a network interface device include, but are notlimited to, a network interface card (e.g., a mobile network interfacecard, a LAN card), a modem, and any combination thereof. Examples of anetwork include, but are not limited to, a wide area network (e.g., theInternet, an enterprise network), a local area network (e.g., a networkassociated with an office, a building, a campus or other relativelysmall geographic space), a telephone network, a data network associatedwith a telephone/voice provider (e.g., a mobile communications providerdata and/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network, such as network 544,may employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, software 520,etc.) may be communicated to and/or from computer system 500 via networkinterface device 540.

Computer system 500 may further include a video display adapter 552 forcommunicating a displayable image to a display device, such as displaydevice 536. Examples of a display device include, but are not limitedto, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasmadisplay, a light emitting diode (LED) display, and any combinationsthereof. Display adapter 552 and display device 536 may be utilized incombination with processor 504 to provide graphical representations ofaspects of the present disclosure. In addition to a display device,computer system 500 may include one or more other peripheral outputdevices including, but not limited to, an audio speaker, a printer, andany combinations thereof. Such peripheral output devices may beconnected to bus 512 via a peripheral interface 556. Examples of aperipheral interface include, but are not limited to, a serial port, aUSB connection, a FIREWIRE connection, a parallel connection, and anycombinations thereof.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve methods,systems, and software according to the present disclosure. Accordingly,this description is meant to be taken only by way of example, and not tootherwise limit the scope of this invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

What is claimed is:
 1. A charger for an electric aircraft with failuremonitoring, wherein the charger comprises: a charging circuit, thecharging circuit including: a connector configured to mate with anelectric aircraft port of an electric aircraft; at least a currentconductor configured to conduct a current, wherein the at least acurrent conductor comprises: a direct current conductor configured toconduct a direct current; and an alternating current conductorconfigured to conduct an alternating current; a control circuitconfigured to command the charging circuit as a function of a chargingdatum, wherein the control circuit is further configured to controlcharging of an energy source of the electric aircraft through thecharging circuit; and a failure monitoring circuit, the failuremonitoring circuit configured to: detect a failure in the chargingcircuit; and initiate a failure mitigation as a function of thedetection, wherein the failure monitoring circuit is distinct from theelectric aircraft.
 2. The charger of claim 1, wherein the failuremonitoring circuit is configured to detect the failure as a function ofthe charging datum.
 3. The charger of claim 1, wherein the failuremitigation further comprises termination of charging.
 4. The charger ofclaim 1, wherein the failure mitigation further comprises transmitting asignal to a remote device.
 5. The charger of claim 1, wherein at least asensor is configured to detect a battery datum.
 6. The charger of claim5, wherein a computing device is configured to determine battery failureas a function of the battery datum.
 7. The charger of claim 1, whereinthe charging datum is stored using a data storage device.
 8. The chargerof claim 1, wherein at least a sensor is configured to detecttemperature.
 9. The charger of claim 1, wherein at least a sensor isconfigured to detect voltage.
 10. The charger of claim 1, wherein atleast a sensor is configured to detect current.
 11. A method of failuremonitoring in a charger for an electric aircraft, the method comprising:mating a connector, of a charging circuit of a charger, with an electricaircraft port of an electric aircraft; conducting, by at least a currentconductor of the charging circuit, a current, wherein the at least acurrent conductor comprises: a direct current conductor configured toconduct a direct current; and an alternating current conductorconfigured to conduct an alternating current; commanding, by a controlcircuit of the charger, the charging circuit as a function of a chargingdatum, wherein the control circuit is further configured to controlcharging of an energy source of the electric aircraft through thecharging circuit; detecting, by a failure monitoring circuit of thecharger, a failure in the charging circuit; and initiating, by thefailure monitoring circuit, a failure mitigation as a function of thedetection, wherein the failure monitoring circuit is distinct from theelectric aircraft.
 12. The method of claim 11, wherein the failuremonitoring circuit is configured to detect the failure as a function ofthe charging datum.
 13. The method of claim 11, wherein the failuremitigation further comprises termination of charging.
 14. The method ofclaim 11, wherein the failure mitigation further comprises transmittinga signal to a remote device.
 15. The method of claim 11, wherein atleast a sensor is configured to detect a battery datum.
 16. The methodof claim 15, wherein a computing device is configured to determinebattery failure as a function of the battery datum.
 17. The method ofclaim 11, wherein the charging datum is stored using a data storagedevice.
 18. The method of claim 11, wherein at least a sensor isconfigured to detect temperature.
 19. The method of claim 11, wherein atleast a sensor is configured to detect voltage.
 20. The method of claim11, wherein at least a sensor is configured to detect current.